Apparatus for the production and utilization of working fluids.



0. KRAUS.

APPARATUS FOR THE PRODUCTION AND UTILIZATION OF WORKING FLUIDS.

APPLICATION FILED JULY8, 1913.

, 1.,I51 366n Patented Aug. 24,1915.

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APPARATUS FOR THE PRODUCTION AND UTILIZATION OF WORKING FLUIDS. APPLICATION FILE'D JULY 8, I913.

1,151,366. Patented Aug. 24,1915.

8 SHEETS-SHEET 2.

57 1 1 7,; f; i I

$1 3M 61mm,

0. KRAUS.

APPARATUS FOR THE PRODUCTION AND UTILIZATION OF WORKING FLUIDS.

APPLICATION FILED JULY 8, I913.

43 MIA, o

Patented Aug. 24, 1915.

W W W 5 we nlioz O. KRAUS.

APPARATUS FOR THE PRODUCTION AND UTILIZATION OF WORKING FLUIDS.

APPLICATION FILED JULY 8, 19I3- 1,151,36, Patented Aug. 24, 1915.

8 SHEETSSHEET 4.

O.KRAUS. APPARATUS FOR THE PRODUCTION AND UTILIZATION OF WORKWG FLUIDS.

APPLlCATION men JULY 8. 19m. 1 1 5 1 ,366, Patented Aug. 24, 1915.

l s SHEETSSHEET 5.

O. KRAUS.

APPARATUS FOR THE PRODUCTION AND UTILIZATION OF WORKING F LUIDS. APPLICATION FILED JULY 8. 1913.

1,151,366. Patented Aug. 24,1915.

8 SHEETS-SHEET 6.

O. KRAUS.

APPARATUS FOR THE PRODUCTION AND UTILIZATION OF WORKING FLUIDS.

APPLICATION FILED JULY 8, I9I3.

Patented Aug. 24, 1915.

8 SHEETSSHEET 7.

awue nto'e 3513M Mme O. KRAUS.

APPARATUS FOR THE PRODUCTION AND UTILIZATION OF WORKING FLUID.S.

APPLICATION FILEDYIULYB, I9I3.

1,15 1 ,366. Patented Aug. 24, 1915.

8 SHEETS-S HEET 8.

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OTTO KRAUS, NEW YORK, N. Y., ASSIGNOR TO KRAUS ENGINE COMPANY, OF NEW YORK, N. Y., A CORPORATION OF NEW YORK.

APPARATUS FOR THE PRODUCTION AND UTILIZATION OF WORKING FLUIDS.-

Specification of Letters Patent.

Patented au 2a, 1915.

. Application filed m s, 1913. ,Serial No. 777,869.

ToaZZ whom it may concern:

Be it known that I, O'rro KRAUS, a citizen of the UnitedStates of America, residing at the borough: of Manhattan, in the city, county, and State of New York, have invented certain new and useful Improvements in Apparatus for the Production and Utilization of Vorking Fluids, of which the certain novel and peculiar features which will be more particularly referred to hereinafter.

One feature of this invention resides in the path given to the water, which path is' so selected and arranged as to cause the water effectively to cool parts which it .is desirable .to' keep in that condition and as subsequently to preheat the water and thereby to elfect an economy in fuel. Thus, the water is made to bathe the spraying-nozzle, the walls of the air-chamber in the oil-atomizing apparatus and the cylinder-heads of the air-compressor; and, then it is led through the exhaust chamber and thus is made to absorb at least a part of the heat "which would otherwise be carried ofi by the waste gases. The water-jacket around the spraying-nozzle is kept separate from the water-jacket surrounding the combustion- 'chamber'in the furnace. whereby the water tion chamber. The result is that the Water, after passing the valve, will in part at least under normal conditions be transferred into steam at the lower pressure existing in the combustion chamber, while ebullition in the water-jacket with its serious disturbing effects upon the regularity of feed of the water to the combustion chamber where it is mixed with the products of ,combustiomisv avoided. In order 'to prevent the flow of water toward the burner in the oil-atomizing apparatus, the rear end of the combustion chamber (or that end thereof which is the more removed from the burner) is at a lower level than the frontend (or the end adjacent to the burner) from which it results that the combustion-chamber is inclined downwardly toward the steam-generator, into a trap at the bottom of which the surplus or excess water flows and collects in a pool;

A third feature of this invention resides in the arrangement of the air-chambers and air-passages through which the air flows after leaving the air-compressor. In the oil-atomizing apparatus there is formed an annular air-chamber between which and the spraying nozzle there is interposed a waterjacket. The result of this arrangement is that the air is cooled by the water in the water-jacket. thereby increasing somewhat the efiiciency ofoperation. The air-passage leading to the oil-well is in prolongation or in line with the air-passage which leads to the outlet end of the spraying-nozzle: and from this arrangementit follows that these air-passages may be simultaneously cleaned and freed of deposit which may have accumulated therein. Provision is made for preventing the premature commingling of the air from the annular air-chamber just referred to with the combustible mixture of oil and airissuing from the spraying-nozzle.

- By means of a deflector the air from this the provision of means for avoiding the dis turbing efl'ects due to ebullitionin the wateriacket surrounding the combustion chamber. Communication between the latter and its water-jacket is controlled by a loaded valve which opens onl after the pressure in thev water-jacket is higher than that of steam at the temperature normallv attained bv the water in, the water-iacket under ordinary working conditions. This pressure is higher than that existing normally in the combusannular air-chamber is directed inwardl at an appropriate point toward the combustible mixture flowing as a jet from the atomizer. The spark-igniter is so arranged that it will be in the path of the current of air from the annular air-chamber. so as to pre- I vent the formation of a deposit or coating upon the points of the igniter and will normall he maintained at a temperature snfli cient-lv hi h to insure the burning off of any deposit of soot which ma collect thereon.

A fourth feature of this invention resides in the provision of means for maintaining a reservesupply of air at a high pressure by two stage air compression. An auxiliary high-pressure air-pump is connected with the compressed-air main and pumps air into a high-pressure air-tank in which the airmay be permitted to flow back to the power cylinders at starting, if desired, or in case of an emergency in which there is a demand formore power than the engine at the time can furnish unaided. This reserve supply of high-pressure air will normally be suf- .ficient to drive the engine for some time without aid of combustion. By means of a suitable automatic cut-out the auxiliary high-pressure air-pump is cut out of opera- ,tion when a predetermined pressure is reached 1n the high-pressure air-reservoir.

A fifth feature of this invention resides in the means provided for the control of the feed of the fuel (such as a suitable hydrocarbon). By means of governor mechanism the supply of fuel is regulated automatically in accordance with the speed of the engine, which speed determines the volume of air pumped by the air-compressor per unit of the governor the further opening of the fuel-- controlling valve as the speed of the engine increases and the volume of air pumped by the air-compressor becomes greater. Such an arrangement is desirable, for example,

at starting, so that the operator may open the throttle without causing an excessive flow of oil. The arrangementis, however, such that the closing of the throttle-valve may independently of the governor mechanism close the valve controlling the supply of fuel. An example of the desirability of such an arrangement is" found where the engine after working under a heavy load with the throttle wide open works under a light load or no load with increasing speed; in

this case the operator may close the throttlevalve and at the same time shut off the supply of fuel which under the assumed conditlons of a light load or no load is not needed.

Other features of this inventionreside in arrangement of the engine parts, such as the proportioning of the combined effective volume of the power cylinders with respect to thevolume of the air-compressors, which volumes arearranged for the most efficient o'perationof the apparatus as a whole: the positioning of the cranks, the cranks ofthe great diameter to allow of the ball-bearings being passed over the various bends in the crank-shaft; and the space betweenthe ballbearing and the crank-shaft is filled by a suitable split or two-part bushing provided with positioning means, whereby ball-bearings of the same standard diameter may be used. Means are provided for lessening the cost of the construction and procuring efficiency of operation. Thus, the engine-casing is made in a single piece or casting; and in this casting are a portion of the steamgenerator, the passage from the latter to the valve-chambers of the power-cylinders and the exhaust-chamber into which. flow the waste gases from the power-cylinders... The

pump mechanism and the auxiliary highpressure air-pump are driven from the-governor shaft; and the capacity of the oil-overflow pump is'made sufliciently great to insure the-return of all overflow-oil under any condition of operation. V In the drawings illustrating the principle of this invention and the best mode now knownto me of applying that principle, F igure 1 is a front elevation of my new apparatus, the front coverplate being broken partly away; Fig. :2 is a front elevation of my new apparatus with the entire front coverplate shown removed to give a view of the governor connection Fig. 3 is a plan view; Fig. l is a longitudinal section through the center of the cylinders; Fig. 5 is a section on the line AA of Fig. 4; Fig. 6 is a plan of the engine-casing, partly in section, the cylinder-heads, pistons, valves and other parts being omitted for sake of clearness; Fig. 7 is a section on the line 13-13 of Fig. 6; Fig. 8 is a detail showing the governor mechanism and the pump-actuating mechanism; Fig. 9 is a detail in central vertical section of the water-pump and-the oilpumps; Fig. 10 is a detail showing the connection between the pump-plungers and the pump-lever; Fig. 11 is a detail showing the pump-actuating mechanism: Fig. 12 is 'a detail in section of the auxiliary high-pres sure air-pump; Fig. 13 is a detail of the device for cutting out the auxiliary high-pressure air-pump: Fig. llis a detail showing in vertical central section the top cylinderhead of the air-compressor; Fig. 15 is a detail showing in vertical central section the bottom cylinde'r-head'of the air-compressor; Fig. 16 is a detail showing the manner in which the ball bearings are mounted on the crank-shaft: Fig. 17 is a detail showing in longitudinal vertical section the furnace,

being taken in the direction of the arrow C of Fig. 17; Fig. 20, is a detail showingv in plan the atomizing apparatus illustrated in Figs. 19 and 20; Fig. 21 1s a detail showing in central 'vertical sect-ion the valve which controls the fuel-supply; Fig. 22 is a detail of the flexible valve-controlling arm and its attached parts; and Fig. 23 is a section on the line D-D of Fig. '22.

In the particular embodiment of this in' vention illustrated in the drawings, there is provided a pair of power cylinders a, Z), the ends of which are chambered and filled with lagging c (Fig. 1); and in each of these working cylinders there is slidably mounted a piston (Z screwed upon the inner end of a piston-rod e the outer end of which is screwed into a cross-head f slidably mounted in a cylindrical guide 9 and pivotally connected with one end of a connecting-rod h the other end of which is connected through a ball-bearing i '(Fig. 16) with the bent crank-shaft j. Substantially in line with the power cylinders a, b, there is arranged the cylinder of an air-compressor is within which is sli'dably mounted a piston d which is connected with the crank-shaft j in a manner entirely similar to that in which the pistons (l of the power cylinders are connected with 'the crank-shaft. For the generation of the working fluid there is provided a furnace m (Fig. 17) the combustion chamber n of which is formed with a water-jacket o from which there is fed to the combustionchamber a supply of preheated water in the manner hereinafter described. At the front end of the furnace m there is bolted thereto an oil-atomizing apparatus p (Figs. 17 and 19 to 21) having a. water-cooled nozzle (1 channeled for the passage of a suitable hydrocarbon (such as f-uel-oil) and formed with an annular air-chamber r and air-passages s leading therefrom and with a well 2, for the reception of the fuel-oil. At the rear or outlet end of the furnace m there is arranged a steam-generator 11 which contains small bits '0 of a suitable material over the extensive heating surface of which there passes the stream of combustionproducts carrying entrained moisture. 'From the upper end of the steam-generator u theworking fluid flows through the passage 20 (Figs.

5 to 7) past, the throttle-valve a: which controls the power and speed of the engine and passes to the valve-chambers y of the power cylinders a, b.

The supply system includes a series of three pumps 2, 3, 1 one of which controls the supply of water and the other two of which control the supply of fuel-oil, or other suitable hydrocarbon, (Figs. 1 and 9). For compactness and economy of construction these three pumps have a common casing 2 and the outer ends of their plungers 2, 3, 1 are connected with a common pumplever 5 which is constructed and actuated-as will be more particularly described hereina fter.

The oil-supply system includes an oiltank 10 (Fig. 1) from which the oil flows through an oil-pipe 11 to the pump-casing z,

where it is drawn by the plunger 2 of the oil-supply-pump 2 past the admission-valve 2 and upon the inward stroke of the plunger 2 the oil is forced past the outlet valve 2 into an oil-pipe 12 which conducts the oil into the oil-well t formed in the atomizing apparatus 1). In this oil-well t the oil is exposed to the pressure of the air furnished by the air-compressor 7.: in a manner hereinafter more particularly described. In order to maintain the oil at a given level in the oil-well t, an overflow-pipe t (Figs. 1 and 19) is provided therein and leads to the pump-casing 2, where it flows past the ad mission-valve 3" upon the outward stroke of the oil-overflow pump-plunger 3'." The outlet valve 3 of the oil-overflow pump 3 is loaded (as by a spring 13) so that this valve 3 will not open except upon the application of .a pressure greater than that existing in the overflow-pipe t'leading from the oil-well t. In this way undue flow of air from the oil-well t is prevented, the oil-overflow pump 3 being formed with sufficient clearance to permit the compression of the air therein without forcing open the spring-.

loadedvalve 8*; but the oil which normally overflows from the oil-well t is pumped back 3 into the oil-tank 10 through the oil-return pipe-11 which enters at the top of the latter. In order. to make the oil-overflow pump 3 of greater capacity than the oil-supply pump 2, the stroke of the oil-overflow pumpplunger 3"is made longer than the stroke of the oil-supply pump-plunger 2 (but it will be understood that the capacity of the oiloverflow pump 3 may be made greater in other ways than by increasing the stroke of 'its plunger 3'). 'hen the engine. is running wthout the consumption of fuel (as may occur. for example. in the case'of the engine of an automobile coasting) all the oil pumped by the oil-supply pump 2 may overflow from the oil-well t: and in order to insure that this overflow of oil will be.

pumped back to the oil-tank 10 andthereby to prevent flooding of the combustion-chamber 11, the capacity of the oil-overflow pump 3 is made somewhat greater than the capacity of the oil-supply pump 2.

The water-supply system includes the water-pump 4: which upon the outward stroke of its plunger 1' draws water from any suitable source through a water-inlet pipe (Fig. 9) 'past the inlet-valve 1" and upon its, inward stroke forces the water past the outlet valve 1* into the water-pipe 16 by which the water is led into the annular water-chamber 17 in the atomizing apparatus 7) (Fig. 17 This water-chamber 1T encircles the nozzle-q of the atomizer, whereby the nozzle is kept waten cooled'so I [as to prevent-the vaporization of the oil in its passage, through the nozzle; and it is to be'noted that the waterin this instance is pumped into the atomizing apparatus directly from the supply-pipe 15 in order that the water which reaches the latter shall be in its coolest condition and therefore most effective for cooling purposes; but this arrangement may be varied depending upon the initial temperature of the water.

. the annular water-chamber 17in the atomizer p the water flows through'the waterpipe 18 into a water-chamber 19 in the botconnected by a water-passage 21 through into the exhaust-chamber 23 of the entom cylinder-head of the air-compressor is (Fig. 1). In the top cylinder-head of the latter there is a similar water-chamber 20 and these'two water-chambers 19, 20 are which the watep flows under pressure from the lower water-chamber. 19, to the upper water-chamber 20. From the upper waterchamber 20 the water is led by a water-pipe gine-casing ,25 and thence through a coil 26 of piping mounted in this ekhaust-chamber 23. The coil 26 acts as a preheating coil within which the water is preheated by the exhaust gases flowing from the engine. The water is led. from the coil 26 in the exhaustchamber23 by a water-pipe 27 to the bot- I tom of=tl1e furnace m (Fig. 17) Where it enters the water-jacket 0 surrounding the combustioil-chamber n thereof. In this water-jacket 0 there is arranged a valvecasing 28 in which is mounted avalve 29 controlled by a spring 30; and the valvecasing 28 is provided with channels 31 which permit communication between the From the pressure necessary to open the valve 29 will be greater than the pressure of steam at the temperature reached by the water in the water-jacket '0 under normal working conditions of the apparatus; therefore, normally steam will not be'formed in the waterjacket 0, but as soon as the water passes the valve 29 and encounters the lower pressure in the valve-chamber 32, it will be transformed at least partially into steam by reason of the latent heat which it normallywill contain and because of the lower pressure to which it is subjected within the valvechamber 32 (and the combustion-chamber n which is in" communication therewith) that is, immediately after the water passes the valve 29, at least a part of it will expandinto steam at this lower pressure existing in the combustion-chamber n. As-is shown'in' Fig. 17 the combustion-chamber nis inclined downwardly toward the .rear, so that any surplus or excess water will collect in a pool in the trap-33 formed in the bottom of the steam-generator M. In the casing of the furnace m there is formed a-handhole m (Fig. 17 which is closed by a cover or plug m by removing which access may be obtained to the valve 29 for removal, replacement or repair of the same- In case it bedesirede to have the valve accessible from the outside of the furnace, the construction shown in Fig. 18 may be used, in which the valve-stem 29 extends outside of the furnace-casing through the stuffing-box 29" between which and the collar 29 on the upper end of the stein 29! there is interposed a coilspring 30' the function of which corresponds to that of the coil-spring 30. shown in Fig. 17

- The air compressor k (Fig. 4:) is double acting and is provided with a set of admission and outlet valves is, k in each of its cylinder-heads. As shown in Figs. 14 and 15 the inlet or admission valves 7: are on the right and the outlet valves 76"- are on the left. The valve-chambers la of the admission-valves k are in communication with each other by an air-passage 3 1 and the valve-chambers 70* of the outlet valves is are similarly in communication through an air-passage 35. The air-inlet main 36 communicates with the inlet valve-chambers k" of the compressed-air from the main 37 to the passage 39 which communicates with the annular air-chamber r formed in the atomizing apparatus p. Above this springloaded valve 38 there branches from the compressed-air main 37 an air-pipe 40 which leads compressed air pasta removable airscreen (shown conventionally at 40) into the air-passage 41 which is formed in the casing of the atomizing apparatus p and which communicates at its inner end with the annular recess orchamber 42surround ing the nozzle 9 and with air-passages 43, 44 leading therefromto the outlet end of the nozzle 9 and to the oil-well 15, respectively, from which it results that the oil in the latter is subjected to the pressure which exists in the compressed-air main 37 (Figs. 17 and 21).

The atomizer-nozzle g is provided with a central oil-passage 45 which at its front end communicates with an oil-passage 46 which leads from the oil-well and through which the oil flows to the atomizer-nozzle 9. At

2 its rear or inner end the oil-passage 45 inclines downwardly to meet the inner end of the air-passage 43 which is inclined upwardly and which lies in prolongation of the air-passage 44. This air-passage 44 connects the annular air-chamber 42 surrounding the nozzle 9 with the oil-well t. By removing a screw-plug 47 a suitable cleaning device maybe thrust into the air-passages 44, 43 for the purpose of removing from the same and the air-outlet of the atomizernozzle 9 any deposit which may accumulate therein. In the central oil-passage 45 of the atomizer-nozzle there is mounted a' From the" annular air-chamber r in the casing of the atomizing apparatus there lead several air-holes or air-passages s which are A horizontally-disposed and arranged upon the circumference of a circle having its center at the outlet from the atomizer-nozzle 9. Since in order thatair may pass from the compressed-air main 37 to the annular air-chamber r the tension of the spring 38 controlling the valve 38 in the compressedair main 37 must be overcome, it follows that when air is supplied to the combustionchambern from the annular air-chamber a, air will certainly be supplied to the oil-well t and to the spraying-nozzle g of the atomizer p; for, the air will, of course, take coaxial with the needle-valve 48 just described. The circular series of air-passages s hereinbefore referred to lie outside'of and surround this circular flange 51, between which and the electric-igniter or sparker 52 there is arranged an air-deflecting ring53 by means of which air issuing from the airholes 8 will be directed inwardly toward the spray issuing from the outlet end of the atomizer-nozzle p.

As already stated the power and speed of the engine may be manually controlled by a throttle-valve in past which the working fluid flows in passing from the upper end of the steam-generator chamber at to the valve-chambers I/ of the power cylinders a, b Upon the valve-stem as of this throttle-valve there is mounted an operatinghandle 54 and a rocker-arm 55, the free end of the latter being connected by a link-rod 56 with a rocker-arm 57 upon the upper end of a vertical rock-shaft 58 (Figs. 2 and 3) the lower end of which carries a rocker-arm 59. To the free end of the last-named rocker-arm there is connected one end of a sliderod 60 the other end of which is formed with a slot 61 and is thereby adapted to re ceive a stud 62 which projects from the upper end of a flexible or spring-arm 63 (Figs. 22 and 23) the lower end of which is fastened to the outer end of the needlevalve 48 that controls the flow of oil through the atomizer-nozzle go. -The stud 62 passes also through an eye or hole 64 in one end of a link-rod 65 actuated by the governormechanism, which will now be described.

Upon the end of the crank-shaft j opposite from that carrying the driving wheel 66 there is mounted a pinion 67 which meshes with a spur-gear 68 which carries a pair of pivotally-mounted blocks. or weights 69 (Figs. 2, 3, 4 and 8). One end of the shaft 70 carrying the spur-gear 68 is formed with a central bore or socket 7 land the other end of this shaft is flanged or headed. Into the socket 71 projects one end of a slide rod 72 which is formed with a collar 73 against the outer face of which bearthe free ends of a pair of inwardly-projecting fingers 74 the other end of each of which is rigidly fastened to one ofthe blocks 69 at the pivoted end thereof. Against the inner face of a second collar or disk 75 there is pressed the free end of a rocker-arm 76 the other end of which is fastened upon the .lower end of a vertical rock-shaft 77 upon the upper end of which is fastened a rocker-arm 78 the free end of whichis connected to one end of the link-rod 65 the other end of which is through the stud or pin 62 connected to the flexible valve-controlling arm 63, as has hereinbefore been described. To one of the brackets 79 in which the vertical rock-shaft 77 is mounted there is fastened one end of a coil spring 80 (Fig. 2) the other end of which-is fastened coil-spring 80 tends to maintain the free end of the rocker-arm 76 pressed against the inner face of the disk-like collar 7 5 on the slide-rod 72 hereinbefore mentioned. It will be obvious that, as the speed ofthe engine scribed be communicated to the flexible arm 63, whereby the same will be swung so as to cause the needle-valve 48 to be turned in a direction to increase the flow of oil. )Vhen the speed ofthe engine decreases, the coilspring 80 acting through the vertical rockshaft 77, the rocker-arm 78, the link-rod 65 and the flexible arm 63 will turn the needlevalve 48 in the opposite dircetion or so as to close the same; and acting through the rock-shaft 77, the rocker-arm 76 and the collar 75, this same spring 80 will keep the collar 73 against the fingers 74 of the weights 69. The foi'mationof the slot 61 in the end of the slide-rod 60 permits the operator (as at starting) to open the throttle valve m to a certain extent without swinging the flexible arm 63 and, therefore without varying the position of the needle-valve 48; at the same time, the operator may by swinging the handle 54L in the opposite direction close both the throttle-valve w and the needle-valve 48 and thereby may cut off the supply of oil at the same time as he shuts off the flow of the "working fluid to the valve-chambers 3 of the in the compressed-air main 37; and in this v apparatus provislon is made for storm such a'reserve supply of high-pressure air, as follows: A high-pressure air-pump is provided .in the cylinder 81 of which Works a piston 82 from which depends a tubular guide 83 that extends outside the base of the cylinder 81 and receives a piston-rod or piston-follower 84rthe inner end 85 of which is rounded or ball-shaped and the outer end of .which is pivotally connected with the beam or rocker-arm 86 at one end thereof (Figs. 2,

11, 12 and 13). The inner end of the piston-' rod 84 is not connected with the piston 82 but is arranged to bear against the underside of the same and to Work idly in the guide-tube 83, when occasion demands, as when the pump is cut out or made inoperative as hereinafter described. The base of I the piston 82 is chambered and receives the upper portion of a coil-spring 87 which sur-.

rounds the guide-tube 83 and the lower end of which rests upon the bottom of the cylinder 81. In the top ofthe latter there is arranged a spring-controlled check-valve S8 past which flows compressed air from the compressed-air main 3? through the airpipes 89, 90. As the piston-rod 8-1 moves outwardly, the compressed air presses the piston 82 down against the tension of the coil-spring 87 and. upon the inward stroke of the piston-rod 81, the piston 8:2 forces the air above it past the outlet valve91 into the air-pipe 92 leading to the high-pressure air-reservoir (not shown). After the pressure in the latter has attained a certain pre determined limit, the high-pressure airpump is cut out of operation as follows: In the air-pipe 93 leading from the high-pressure air-reservoir there is arranged a plunger puppet valve 94 which is normally pressed into open position by a coil-spring 95 and which controls the communication between the air-pipe 89 leading from the compressed-air main 37 and the air-pipe leading to the cylinder 81 of the enlarged end or head of the plunger puppet-valve 91 is exposed to the pressure of the air in the air-return pipe 93; and when this pressure has become sufliciently great to overcome the air-pressure acting upon the other .(or smaller) end of the valve 91, the tension of the coil-spring and the friction of the stuffing-box 93 the valve 94 will be forced into closed position (see Fig. 13) and communication between the compressed-air main 37 and the high-pressure air-pump is thereby shut ofi', whereupon the piston 82 will be maintained by the coil-spring 87- in its raised position and the piston-rod 84 will move idly up and down in'the guide-tube 83. In starting or when an emergency arises making it necessary or desirable to use the reserve supply of air in the high-pressure airtank, the operator presses upon the knob 96 (Fig. 13) and thegeby opens the valve 97 and allows air at the higher pressure to flow through the by-pass 97 around the valve 91 and into the air-pipe 89 and thence back to the power cylinders a, b. The reserve sup ply of high-pressure air is sutiiciently great to enable the operator to run the engine for a considerable period of time without assistance from the apparatus which generates the working fluid, or from other source of power.

The engine like the air-compressor is double-acting and each of the power cylinders a, b, is fitted with a valve 98 of the piston type which controls the flow of the working fluid through the admission ports 99 and the exhaust port 100. The pistonvalve 98 is controlled by a modified form of the well-known Joy link-motion, which may be described as follows (Figs. 3 and 5) The outer end of the valve-stem 101 is pivotally connected with the free end of a two-armed lever 102 fulcrunied in the engine-casing at 103. By means of a link-bar 101 this twoarmed lever 102 is connected with a twoarmed link 105 one end of which is pivotally fastened to the connecting-rod h of the engine and the other end of which is provided with rollers 106 that work in curved guides 107. The link-motion is controlled by a shaft 108 which may be turned by means of the reversing lever 109 (Fig. 2), whereby the guides 107 may be tilted and the point of cut-ofl varied or the engine entirely reversed.

The crank-shaft .j is bent at appropriate points to form cranks to which are connected the rods 72. of the power cylinders and of the air-compressor. In order to avoid any socalled dead point, the cranks j, j, of the power cylinders a, b, respectively. are set at an angle of ninety degrees (90) to each other; and, for balancing purposes, the

crank j of the air-compressor k is set at an' angle of one hundred and eighty degrees (180) to the crank j of the adjacent power cylinder 6 (Figs. 1 and 5). In order to facilitate the passage of the standard ball bearing 2' over the bends in the crank-shaft j, the diameter of the ball-bearing is selected sufliciently great to permit of its being readily slipped along the bent crank-shaft. In Fig. 16 there is illustrated in detail the construction of the ball-bearing i and the mode of connection of the rods h with the crank-shaft 9', whereby the assembling of these several parts is greatly expedited; and,

since the same construction is used with respect to each of the three'connecting-rods h, it will be necessary to describe only one of these connections. Over the crank-shaft j is slipped a two-part or split bushing 110 one end of which is flanged and the other end of which is threaded to receive a nut 111. One

' part of this split bushing 110 is formed with an inwardly-projecting stud 112 and the crank-shaft j is formed with a hole 113 to receive this stud, whereby the bushing 110 is readily and accurately positioned upon the crank-shaft The ball-bearing i comprises a pair of rings 111, 115 between which are mounted the balls 116; and this ball-bearing 2' is held in place by the flanged head 117 of the bushing 110 and the nut 111 on the other end thereof. The ball-bearing i is interposed between the split-bushing 110 and a two-part strap the upper part 118 of which is formed integral with the lower end of the connecting rod h and the lower part 119 of which is bolted to the upper part, as is clearly shown in Figs. 2 and 5. This construction permits a speedy and accurate cou pling of the connecting-rods h to the crank- To the spur-gear 68 which carries the governor-weights 69 there is pivotally fastened the upper end of a pitinan 120 the lower end of which is pivotally fastened at 121 to the beam or rocker-arm 86 one end of which is rigidly fastened to a rock-shaft 122 journaled in the engine-casing and the other end of which is pivotally fastened to the outer end of the piston-rod 81 of the auxiliary high-pressure air-pump 81 hereinbefore described (Figs. 2, 1, 8, 9. 11 and 12). rock-shaft 122 carries a second rocker-arm 123 formed in its free end with a socket 121 adapted to receive the headed end 126 of an interlocking slide-rod 125 whichis mounted in lugs 127 formed upon the pump-lever 5 and by means of which the latter may be manually operated in the following manner: One end of the pump-lever 5 is loosely .pivoted upon the rock-shaft 122 but normally turns with the same and with the rockerarm 123 with which it is interlocked by the slide-rod 125. Between one of the lugs 12? on the pump-lever 5 and the head 126 of the slide-rod 125 there is mounted upon the latter a helical spring 128 which tends to keep the slide-rod 125 in interlocking engagement with the rocker-arm 123 (F igs. 9 and 11); )Vhen it is desired to operate manually the pump-lever 5 (as, for example, in starting the engine), the head 126 of the slide-rod 125 is against the tension of the coil-spring 128 withdrawn from interlocking engagement with the wall of the socket 121 in the rocker-arm 123 and the slide-rod 125 is then used as a handle by means of which to oscillate the pump-lever 5 upon its fulcrum, the rock-shaft 122. The three pump-plungers The 2, 3, 1 are all connected with the pumplever 5 in the same manner and it will therefore be sufficient to describe this connection with respect to one of the plungers, as that (1) of the water-pump 1 (Figs. 9 and 10). The outer end of the plunger is forked and is provided with a roller 129 which is mounted in a recess 5 formed in the pump-lever 5 and is held therein by-means of a retainingplate 5".

For economy of construction and to reduce as far as possible the heat losses, the engine casing 25 is made in a single casting in which are formed the power cylinders a, Z), the cylinder of the air-compressor 7:, the valve-chambers 3 of the power cylinders, the valve-chamber .v of the throttle-valve, the exhaust-chamber 23 into which flow the waste gases from the power cylinders, the upper part of the steam-generator u and the passage 20 leading from the latter to the valve-chamber m? of the throttle-valve w. Thus, in order to make the path of the working fluid as short and direct as possible and of the steam-generator u is arranged within the engine casing 25 and in close proximity to the power cylinders a, Z), (Figs. 5, 6 and 7 The working fluid flows from the steamgenerator chamber into a passage 10 which lies between the power cylinders a, Z) and the walls of which are in part formed by tle walls of the latter, from which it follows that at least a part of the heat givenup by the working fluid in passing from the steamgenerator u to thevalve-chamber m of the controlling throttle-valve a: will perform the useful purpose of keeping the power cylinders a, b'warm and preventing thereby condensation of thesteam upon admission of the working fluid thereto (Figs. 5, 6 and 7). Between the steam-generator u and the passage 10 there is interposed a grating 130 by which foreign matter is screened from out of the working fluid and is thereby prevented access to the engine parts. The walls at the lower end of the steam-generator are inclined inwardly and downwardly so as to leave a space 131 surrounding this lower reduced end for the flow of the products of combustion issuing from the combustion chamber n, that is, the'chain is held away and prevented from filling entirely the space at the lower end of the steamgenerator, and thus undue throttling of the gases at that point is obviated. It is to be observed that the lower end of the steamgenerator u is connected with the lower end of the combustion-chamber n.

In order to secure'the highest efficiency of the apparatus as a whole and with this in view to prevent the discharge of the waste gases at an unduly high pressure, the combined volume of the power cylinders is made to bear a certain proportion to the volume of the air-compressor cylinder. A desirable proportion found is that obtained by making the combined effective volume of the two power cylinders equal to one and one-half times the effective volume of the air-compressor cylinder.

The operation of the apparatus will be readily understood from the "foregoing description taken in connection with the accompanying drawings and may be set forth briefly as follows: The engine being at rest and it being assumed that the supply of fuel or of water (or of both) is too low, the operator disengages' the slide-rod 125 from the rocker-arm 123 by pulling the same toward the left in Fig. 9 against the tension of the coil-spring 128 and he then uses the sliderod 125 as a handle by means of which to swing or oscillate the recessed pump-lever 5. In this way he operates manually the three pumps simultaneously, the two oil controlling pumps 2-, 3 and the water-pump 4. After he has in this way pumped a sufficient supply of oil and water into the apparatus for starting purposes, the crank-shaft j is manually turned, the operator using a suitable cranking device for this purpose; or he may press down the knob 96 and thereby open the valve 97* in the by-pass pipe 97 .(Fig. 13) leading from the high-pressure to the air-outlet of the spraying-nozzle q and through the. air-passage 44 to the oil-. well t, from which the pressure of the air forces the oil through the oil-passage 46 into the chamber 45 of the nozzle 9. The combustible mixture of air and fuel issuing from the latter is inflamed by the electric igniter or sparker 52. Air from the compressed-air main 37 forces open the loaded valve 38'against the tension of the spring 38"and flows through the passage 39 to the annular air-chamber 1' and thence through the air-passages or air-holes 8 into the space surrounding the annular flange 51 which safeguards against the premature commingling of the jet issuing from the sprayingnozzle 9 with the air issuing from the airholes 8. By means of an air-deflecting ring 53, the air just mentioned is at an appropriate point directed inwardly toward the combustible mixture flowing from the spraying-nozzle g and commingles with that mixture, with the result that perfect or complete combustion is attained. The stream of combustion products fiows toward the rear of the combustion chamber n and is impregnated with steam and water in the following manner: lVater flows from the water-pump 4 through the annular Waterjacket 17 in .the oil-atomizing apparatus 1) to the Water-jackets l9, 20in the airecompressor cylinder-ends and thence through the preheating coil 26 in the eXhaust-chamber'23 to the water-jacket o surrounding the combustion-chamber n. The last-named water-jacket being full and water being substantially incompressible, [every inwardstroke of the water-pump plunger 4' will force a jetof water from the water-jacket a past the valve 29 and against the tension of the spring 30 thereof into the combus:

tion chamber n. at, the outlet end thereof,

where the water (part of which will be transformed into steam) will meet and mix with the combustion products the heat of. which will serve to gasify the steam and' convert the Water into steam. It is to be terchange or transfer by means of which the entrained moisture will be converted into steam, which may even become superheated. The working fluid flows from the upper part of the steam-generator 20 (Figs. 5, 6 and 7) through the screen 130 into the passage 'w and the valve-chamber w" of the throttle valve 04 and then past the latter into the valve-chambers 1 of 'the power-cylinders a, 6 into which it is admitted through the inlet-ports 99 controlled-by the pistonvalves 98. The amount of working fluid admitted to the power-cylinders a, b will be regulated by the positionof the throttle valve m, and, as has hereinbeiglore been explained, this position may be changed withfout causing an undue opening of the fuelcontrolling valve 48, this result being accomplished by the provision of the slot 61 1n the connection 60. 7 Automatic regulation is accomplished by the governor mechanism- 68, 69,and the connected parts; but the fuel= controlling valve 48 may be closed independently of the governor mechanism by'closing the throttle valve w. By shifting the lever 109 the point of cut-ofl may be varied or the engine entirely reversed through the modified form of Joy valve-motion hereinbefore described. The cranks of the power cylinders are so set with relationto each other as to avoid a so-called dead point and the crank of the air-compressor 7c is so positioned with A respect to the cranks of the power cylinders that the apparatus is balanced; and in order to reduce torsional stresses on the crankshaft, the power cylinders are placed between the driving-wheel 66 and the air- 3 and 4 as hereinbefore' explained in detail. The movement of the rocker-beam 86 causesthe reciprocation of the piston-follower 82 of the auxiliary high-pressure airpump the cylinder 81 of which is in com- 'munication with the high-pressure air-tank (not shown) into which air by two-stage compression is forced and from which air at high pressure may by pressingthe knob 96 be allowed to flow past the valve 97 and through the'air-return pipe 93, the by-pass 97 p and the air-pipe 89 to the power-cylinders (z, b to drive the apparatus at starting or In an emergency in which there is a demand for an abnormal amount of-power for 1 a short time. a

In'accordance with the provisions of the patent statutes,I have described the prinrepresentative and that the'invention can be carried out by other means.

I claim:

1. An apparatus of the character described, including water-feeding means; a fuel-spraying device; and a water-jacket which is arranged to cool said device'and is connected with said means.

2. An apparatus of the character described, including water-feeding means; a fuel-spraying device; a water-jacket which is arranged to cool said device and is connected with said means; and a combustion chamber provided with a water-jacket; said water-j ackets being distinct from each other.

3. An, apparatus of the character described, including water-feeding means; a fuel-spraying device; a water-jacket which as arranged to cool said device and is connected with said means; an air-compressor provided with water-chambers connected with said water-jacket; and a combustiofi chamber provided with a water-jacket coning means; and water-preheating means arranged in said exhaust chamber and interposed between,v but connected with said water-jacket and water-feeding means.

5. An apparatus ofthe character described, including a combustion chamber provided with a water-jacket from which aqueous fluid is fed to said apparatus; water-feeding means connected with said water-jacket; and means for preventing ebullition in said water-jacket.

. 6. An apparatus of the character described, including a combustion chamber provided with a water-jacket from which aqueous fluid is fed to said ap aratus; water-feeding means connected with said water-jacket; and 'means which controls communication between said water-jacket and apparatus and prevent ebullition in said water-3 acket.

7. An apparatus of the character described, including a combustion chamber;

means for feeding aqueous fluid thereto; and

lac

a steam-generator; said combustion chamber is interposed between the outlet of the latter being inclined downwardly and toward said steam-generator.

8. An apparatus of the character described, including a combustion chamber; means for feeding aqueous fluid thereto; and a steam generator; the lower ends of said combustion chamber and steam generator being opposed to each other.

9. An apparatus of the character described, including a substantially horizontallydisposed combustion chamber; means for feeding aqueous fluid thereto; and a verticallydisposed steam-generator; said combustion chamber being inclined downwardly toward the steam-generator and having its lower end opposed to the lower end of the latter.

10. An apparatus of'the character described, including afuel-spraying nozzle formed with an air-passage; and a well for the fuel having an air-passage leading thereto; said air-passages being in line with each other whereby they may be readily" cleaned.

11. An apparatus of the character described, including a fuel-spraying nozzle; a furnace in communication therewith; airfeeding means for feeding air to said furnace for the complete combustion of the fuel issuingfrom said nozzle; and means for controlling the point of mixture of the air with the .jet issuing from the latter.

12. An apparatus of the character described, including a fuel -spraying nozzle; a furnace in communication therewith; air- .feeding means for? feeding air to said furnace for the complete combustion of the fuel issuing from said nozzle; and a wall which and the outlet of said fuel-feeding means and which controls the point of mixture of 1 the air withfthe jetissuing from said nozzle.

13. An apparatus of the. character described, including a fuel-spraying nozzle; a furnace in communication therewith; airfeeding means for feeding air to said furn'ace for the complete combustion of the fuel issuingfrom said nozzle; and means for directing the air into the jet issuing from the-latter. 14. An apparatus a furnace in communication therewith; airfeeding means for feeding air to said furnace for the complete combustion *of the fuel issuing from, said nozzle; means for con-- trolling the point of mixture of the air with the et issuing from the latter; and a. device mounted beyond the last-named means for spray issuing from said device.

of the character de scribed, including a fuel-spraying nozzle;

scribed, including a fuelspraying nozzle; a

furnace in communication therewith; means for feeding air under pressure to said nozzle; a conduit leading from said means to said furnace for feeding air thereto for the complete combustion of the fuel issuing from said nozzle; and means mounted in said conduit between said furnace and nozzle for resisting the passage of air to said furnace. 1

16. An apparatus of the character described, including fuel-feeding means a' valve controlling the amount of fuel fed I thereby; an indicating spring arm attached means for leading fuel and air thereto; a

casing in which said device is mounted and 'which is formed with an air-chamber and with means for preventing the premature commmghng-of the a1r therefrom with the 18. An apparatus of the character described, including a fuel-spraying device;

means for feeding air under pressure thereto; a furnace into which said device discharges; a casing in which said device is mounted and which is formed with an airchamber from which air flows into said furnace independently of said device; and a regulating device which maintains automatically the difl'erence of pressure between the back-pressure in said furnace and the pressure acting to force the spray from said fuel-spraying device thereinto.

19. An apparatus of the .character described, including a furnace formed with a combustion chamber .and with a water- ]acket surrounding the same; means for preventing ebullition in said water-jacket: a

fuel-spraying device which discharges fuel.

into said combustion chamber; means for maintains the difference of pressure between the back-pressure in said furnace and the pressure acting to force the spray from said fuel-spraying device thereinto.

Signed at the borough of Manhattan. city, countv and State of New York, this seventh,

day (if July, 1913, in the presence of the two undersigned witnesses.

OTTO KRAUS,

Witnesses:

M. E. WOARDELL, JAMES HAMILTON. 

